Maneuver control systems for cycloidal propellers

ABSTRACT

This disclosure relates to maneuver control systems for use with cycloidal propellers on marine vessels. A control system according to the present disclosure includes control means located at each of a plurality of control stations. Control apparatus is associated with each control means to effectuate steerage and speed control of the propeller. Optional and desirable features of the present disclosure include selector means for selecting one of the plurality of control stations to control the maneuvering of the vessel. Drive means may be associated with at least some of the control stations so that the control means at the noncontrolling stations follow the position of the control means at the controlling station. Preferably, the control means are lever arms which are capable of pivoting about each of two mutually perpendicular axes. Pivotal movement of the lever arm about one axis causes operation of speed control apparatus, while pivotal movement about the other axis causes operation of steering control apparatus.

United States Patent [72] Inventors William E. Fisher;

John A. H. Morrison, both of Glendora, Calif. [21] App]. No. 9,863 [22]Filed Feb. 6, 1970 [23] Division of Ser. No. 721,307, Apr. 15, 1968,

Pat. No. 3,545,398 [45] Patented Oct. 12,1971 [73] AssigneeAerojet-General Corporation El Monte, Calif.

[54] MANEUVER CONTROL SYSTEMS FOR CYCLOIDAL PROPELLERS 4 Claims, 6Drawing Figs.

[52] U.S. Cl 74/471 XY [51] Int. Cl 605g 9/04 [50] Field of Search74/471 XY, 471 R [56] References Cited UNITED STATES PATENTS 3,172,3003/1965 Schneider 74/471 XY OTHER REFERENCES Osadnik, German application1,089,458, printed Sept. 22, 1960.

Primary Examiner-Milton Kaufman Attorneys-Edward O. Ansell and D. GordonAngus ABSTRACT: This disclosure relates to maneuver control systems foruse with cycloidal propellers on marine vessels.

A control system according to the present disclosure includes controlmeans located at each of a plurality'of control stations. Controlapparatus is associated with each control means to effectuate steerageand speed control of the propeller.

Optional and desirable features of the present disclosure includeselector means for selecting one of the plurality of control stations tocontrol the maneuvering of the vessel. Drive means may be associatedwith at least some of the control stations so that the control means atthe noncontrolling stations follow the position of the control means atthe controlling station. Preferably, the control means are lever armswhich are capable of pivoting about each of two mutually perpendicularaxes. Pivotal movement of the lever arm about one axis causes operationof speed control apparatus, while pivotal movement about the other axiscauses operation of steering control apparatus.

PATENTEU-ncr 1 2197| SHEET 1 [IF 3 INVENTORSI WILLIAM E. FISHER HN 0 50BY ATTORNEYS MANEUVER CONTROL SYSTEMS FOR CYCLOIDAL PROPELLERS This is adivision of application Ser. No. 721,307, filed Apr. 15, 1968, now U.S.Pat. No. 3,545,398.

This invention relates to maneuver control systems, and particularly tomaneuver control systems for controlling cycloidal propellers on marinevessels.

I-Ieretofore, some marine vessels have been provided with rudders andscrew propellers to steer and drive the vessel. Mechanical linkagesbetween the engine room and the rudders and propellers have providedcontrol over the position of the rudders and the speed of thepropellers. Usually it is preferred that the steerage and speed of thevessel be selected by personnel in a pilot house. When it was desired tomaneuver the vessel by changing the speed or direction, or both, of thevessel, personnel in the pilot house would relate the desired change topersonnel in the engine room who in turn would eflectuate the maneuverby operating the mechanical linkage.

In other marine vessels, steerage and speed control have beeneffectuated by means of a cycloidal propeller. In its most basic form, acycloidal propeller is a propeller which is capable of revolving aboutan axis to drive the vessel and which is capable of changing its thrustangle and pitch. By altering the pitch of the cycloidal propeller, thevessel may be propelled forward and altering the thrust angle steeringis accomplished.

Heretofore, cycloidal propellers have been operated by personnel withinthe pilot house by means of mechanical linkages. Typically, a cycloidalpropeller includes a first mechanical linkage capable of changing thethrust angle of the propeller to steer the vessel and a secondmechanical linkage capable of adjusting the pitch for altering the speedof the vessel.

The mechanical linkages offer no opportunity to permit maneuveringcontrol from other locations than the pilot house because it is notgenerally possible to effectuate control of the linkages from more thanone location. Thus, even with cycloidal propellers, it has still beennecessary for the pilot house personnel to inform the engine roompersonnel of the desired maneuvers for the vessel, and the maneuvers areactually performed by the engine room personnel.

It is an object of the present invention to provide a maneuver controlsystem for a cycloidal propeller wherein the steering and speed controlof the vessel may be controlled by any one of a plurality of remotestations.

Another object of the present invention is to provide an electricalcontrol system for controlling cycloidal propellers on marine vessels.

Another object of the present invention is to provide a control systemfor controlling cycloidal propellers on marine vessels wherein the speedand steerage of the vessel may be controlled by a single means.

A maneuver control system for controlling a cycloidal propeller on amarine vessel according to the present invention includes a plurality ofcontrol stations. Means is provided at each control station foroperating control apparatus which in turn controls the thrust angle andpitch functions of the cycloidal propeller.

According to an optional and desirable feature of the present invention,selector means is provided for selecting one of the plurality of controlstations to control the steerage and speed of the vessel.

According to another optional and desirable feature of the presentinvention, drive means is associated with at least some of the controlsystems so that the control means at each noncontrolling control stationwill follow the position of the control means at the controlling controlstation.

According to another optional and desirable feature of the presentinvention, a lever arm is provided capable of pivoting about each of twomutually perpendicular axes. Pivotal movement of the lever arm about oneof the mutually exclusive perpendicular axes causes operation of controlapparatus for controlling the thrust angle of the cycloidal propeller,and pivotal movement of the lever arm about the other of the twomutually exclusive perpendicular axes causes operation of controlapparatus to control the pitch of the cycloidal propeller relative tothe vessel.

The above and other features of the present invention will be more fullyunderstood from the following detailed description and the accompanyingdrawings, in which:

FIG. 1 is a side view in cutaway cross section of the presentlypreferred embodiment of a control mechanism for use in the controlsystem according to the present invention;

FIG. 2 is an end view elevation taken at line 2--2 in FIG. 1;

FIG. 3 is a section view taken at line 3-3 in FIG. 1;

FIG. 4 is a block diagram illustrating the assemblage of FIGS. 5a and5b; and

FIGS. 5a and 5b, taken together, are a block diagram of a control systemfor controlling a cycloidal propeller on a marine vessel according tothe presently preferred embodiment of the present invention.

FIGS. l-3 illustrate the preferred form of a lever arm control mechanism8, sometimes hereinafter referred to as a joystick, for use in thecontrol system according to the present invention. Joystick 8 comprisesa housing 10 adapted to be fixedly mounted to a panel (not shown) in acontrol room of a ship. Speed control servo l2 and steerage controlservo 14 are fixedly mounted to housing 14. As will be more fullyunderstood hereinafter, each of servos 12 and 14 may include a pluralityof servomechanisms and a drive mechanism. Speed control servo 12 ismounted to housing 10 between walls 16 and 18 thereof. Steerage controlservo 14 is mounted to wall 20 of housing 10 by means of bracket 22.Housing 24 is mounted within housing 12 and is joumaled to walls 18 and20 by means of bearings 26 and 28 respectively.

Lever arm 30 is pivotally mounted to housing 24 by pin 32 and extendsinto cavity 34 through slot 36. Handle 38 is mounted to lever arm 30 atits furtherrnost end. One end of I housing 24 is provided with a shaft40'joumaled to wall 20 by means of bearing 28. Gear 42 is connected toshaft 40 and is in engagement with gear 44. Gear 44 is connected toshaft 46 which provides the mechanical linkage to the control servos anddrive means within steerage control servo 14. Also mounted to shaft 46is a balance lever am 48 to provide dynamic balancing of shaft 46.

Link 50 is pivotally mounted to lever arm 30 by means of pin 52 and ispivotally mounted to housing 54 by means of pin 56. Rack gear 58 isjoumaled to wall 16 by means of bearing 60 and to housing 24 by means ofbearing 62 and to housing 54 by means of bearing 64. Preferably,retainer rings 66 and 68 are provided on housing 54 and on rack gear58so as to fix the axial location of rack gear 58 to housing 54. Teeth 70of rack gear 58 engage gear 72 which is mounted to shaft 74 of speedcontrol servo l2. Shaft 74 provides the mechanical linkage to the servosand drive mechanism within speed control servo l2. Lever arm 76 ismounted to shaft 74 to provide dynamic balancing of shaft 74. Dog 78 ismounted to wall 16 of housing 10 and is adapted to extend into slot 80on rack gear 58. Dog 78 and slot 80 prevent rotation of rack gear 58about its axis.

In the operation of the joystick illustrated in FIGS. l-3, lever arm 30may be pivoted about pin 32 by moving handle 38 between a left and aright-hand position as illustrated in FIG. 1. Pivotal movement of leverarm 30 about pin 32 causes housing 54 to be moved between left and rightpositions within cavity 34, as illustrated in FIG. 1. Movement ofhousing 54 between the left and right positions causes rack gear 38 tomove from left to right, thereby rotating gear 72 about its axis.Rotation of gear 72 rotates shaft 74 to move the mechanical linkage ofthe servos and drive mechanism within speedcontrol servo 12. Dog 78cooperates with slot 80 to prevent rotation of rack gear 58.

To control the mechanical linkage of steerage control servo l2, handle38 is pivoted about the-axis of housing 24 (see FIG. 3). Movement ofhandle 38 about the axis of housing 24 causes housing 54 to rotate onbearing 64 about rack gear 58. Rack gear 58 is prevented from rotationby means of dog 78 within slot 80. However, rotation of housing 54causes rotation of linkage arm 30 to thereby rotate housing 24 withinbearings 26 and 28 joumaled to walls 18 and 20. Rotation of housing 24caused gear 42 to rotate, thereby driving gear 44 to rotate shaft 46.Rotation of shaft 46 controls the mechanical linkage within steeragecontrol servo 14.

FIGS. a and 5b, when mated as illustrated in FIG. 4, illustrate thepresently preferred form of a control system according to the presentinvention. The control system preferably includes a pilot house console(FIG. 5a), a port wing console, an engine room console and a starboardwing console (FIG. 5b), each for controlling cycloidal propeller 100(FIG. 5a).

Cycloidal propellers are well known in the art and are controllable bothin thrust angle and in the pitch at which the propeller is directed. Asuitable cycloidal propeller for use in the present invention iscommercially produced by Voith- Schnieder Company of I-Iiedemhiem, WestGermany.

Cycloidal propeller 100 is connected by means of drive shaft 102 tomotor 104. Suitable hydraulic servomotor actuators (not shown) withinthe cycloidal propeller are connected by means of mechanical couplings106 and 108 to control the thrust angle of the propeller and the pitchangle of the propeller relative to the ship, respectively. The physicalpositioning of coupling 106 determines the speed at which the ship isdriven, and the positioning of coupling 108 determines the thrust angleof the propeller to thereby control the direction in which the shiptravels.

A joystick control mechanism such as illustrated in FIGS. 1-3 is locatedat each console for controlling both the thrust angle of the cycloidalpropeller and the pitch. Referring particularly to the control mechanismillustrated in the pilot house console (FIG. 5a), joystick 8 ismechanically connected to shafts 46 and '74 as hereinbefore described.As illustrated in FIG. 5a, shaft 74 is connected to each ofservomechanisms 110, 112, 1 14 and 118 to driver 116 and to sensor 120for purposes to be hereinafter described. Shaft 46 is connected toservomechanisms 122, 124, 126 and 130, and to driver 128.

By way of example, servomechanisms 110, 112, 114 and 118 and driver 116may be connected to shaft 74 by locating these elements within speedcontrol servo housing 12 (FIG. 1) and mechanically attaching them toshaft 74 (FIG. 1). Likewise, servomechanisms I22, 124, 126 and 130 anddriver 128 may be connected to shaft 46 by physically locating themwithin steerage control servo housing 14 (FIG. 1) and mechanicallycoupling them to shaft 46 (FIG. 1).

Servomechanism 110 is connected through normally open relay contact B5to conductor 132. Conductor 132 is connected to servomechanism 134 whichin turn is connected via conductor 136 to amplifier 138. Amplifier 138is connected via conductor 140 to driver 142 to control the positioningof speed control shaft 106 of cycloidal propeller 100. Conductor 132also is connected to each of the remote consoles illustrated in FIG. 5b.The output of servomechanism 112 is connected via conductor 144 to theport wing console. The output of servomechanism 114 is connected viaconductor 146 to the starboard wing console illustrated in FIG. 5b.

The output of servomechanism 122 is connected through normally openrelay contacts B6 to conductor 148. Conductor 148 is connected to theinput of servomechanism 150 which drives amplifier 152 by means ofconductor 154. The output of amplifier 154 is connected via conductor156 to driver 158. Driver 158 operates to control the positioning ofsteerage control linkage 108, to thereby control the direction ofmovement of the ship. Conductor 148 is also connected to each of theremote consoles illustrated in FIG. 5b. The output of servomechanism 124is connected via conductor 160 to the starboard wing console illustratedin FIG. 5b and the output of servomechanism 126 is connected viaconductor 162 to the port wing console.

Lead 144 is connected to servomechanism 164 in the port console (FIG.5b) which in turn is connected via conductor 166 to amplifier 168.Amplifier 168 is connected via conductor 170 to driver 172 whichcontrols the positioning of coupling 74' of joystick 8' Conductor 146 isconnected to servomechanism 174 in the starboard wing consoleillustrated in FIG. 5b which in turn is connected via conductor 176 toamplifier 178. The output of amplifier 178 is connected throughconductor 180 to driver 182 which controls the position of coupling 74"ofjoystick 8".

Conductor 162 is connected to servomechanism 184 in the port wingconsole illustrated in FIG. 5b which in turn is connected via conductor186, amplifier 188 and conductor 190 to driver 192 which in turncontrols the position of coupling 46' of joystick8' in the port wingconsole. Conductor 160 is connected to servomechanism 194 which in turnis connected via conductor 196 to amplifier 198. Amplifier 198 isconnected via conductor 200 to driver 202 which in turn controls theposition of coupling 46" of joystick 8' in the starboard wing consoleillustrated in FIG. 5b.

Mechanical coupling 74' in the port wing console is also connected toservomechanisms 204 and 206. Servomechanism 204 is connected throughnormally open relay contacts D7 to conductor 208 which in turn isconnected to the pilot house console illustrated in FIG. 5a. The outputof servomechanism 206 is connected through normally open relay contactsD5 to conductor 132.

Mechanical coupling 46' in the port console is connected toservomechanisms 210 and 212. Servomechanism 210 is connected throughnormally open relay contacts D8 to conductor 214 which in turn isconnected to the pilot house console illustrated in FIG. 5a. The outputof servomechanism 212 is connected through normally open relay contactsD6 to conductor 148.

Mechanical coupling 74" of joystick 8" in the starboard wing consoleillustrated in FIG. 5b controls the positioning of servomechanisms 216and 218. Servomechanism 216 is connected through normally open relaycontacts E7 to conductor 208 which in turn is connected 0 the pilothouse console as hereinbefore described. Servomechanism 218 is connectedthrough normally open relay contacts E5 to conductor 132. Mechanicalcoupling 46" of joystick 8' in the starboard wing console illustrated inFIG. 5b controls the position of servomechanisms 220 and 222. The outputof servomechanism 220 is connected through normally open relay contactsE8 to conductor 214 which in turn is connected to the pilot houseconsole as hereinbefore described. The output of servomechanism 222 isconnected through normally open relay contacts E6 to conductor 148.

In the engine room console illustrated in FIG. 5b there is illustrated ajoystick 8" having a speed control linkage 74" and a steering controllinkage 46". Speed control linkage 74" controls the position ofservomechanism 224 which is connected through normally open relaycontacts C5 to conductor 132. The output of servomechanism 226 isconnected through normally open relay contacts C6 to conductor 148.

In the pilot house console, conductor 208 is connected to the input ofservomechanism 118. The output of servomechanism 118 is connected viaconductor 228 to amplifier 230. The output of amplifier 230 is connectedthrough conductor 232 to operate driver 116 which in turn operates theposition of linkage 74 of joystick 8. Conductor 214 is connected toservomechanism which in turn is connected via conductor 134 to amplifier136. The output of amplifier 136 is connected through conductor 138 todriver 128 to control the positioning of linkage 46 of joystick 8.

An automatic pilot 240 is connected via conductor 242 and normally openrelay contacts A5 to amplifier 136.

In the operation of the control system as thus far described, if relaycontacts B5 and B6 are closed, movement of joystick 8 in the pilot houseconsole will control cycloidal propeller 100. Movement of linkages 74and 46 will cause operation of servomechanisms 110 and 122 to alter thevoltages on conductors 132 and 148 to thereby operate servomechanisms134 and 150, respectively. Operation of servomechanisms 134 and willoperate drivers 142 and 158, respectively, to thereby move linkages I06and 108, respectively. When linkages 106 and 108 have moved to thepositions desired, they will have adjusted servos 134 and 150 to againbe balanced, and the speed and steerage of the cycloidal propeller 1 hasbeen changed by the linkage as hereinbefore described.

When joystick 8 is moved, the linkages also cause operation ofservomechanisms 112, 1-14, 124 and 126. Operation of servomechanisms 112and 114 alters the voltages on conductors 144 and 146 to therebyeffectuate operation of servomechanism 164 and 174 in the port andstarboard wing consoles, respectively. Operation of servomechanisms 164and 174 causes operation of drivers 172 and 182, respectively, therebymoving linkages 74' and 74", respectively, until they assume a positionso as to rebalance servomechanisms 164 and 174. Likewise, operation ofservomechanisms 124 and 126 by the pilot house joystick 8 causesservomechanisms 184 and 194 to operate, thereby operating drivers 192and 194, respectively. Operation of these drivers causes movement oflinkages 46' and 46" of joysticks 8' and 8". It is therefore understoodthat if joystick 8 in the pilot house console is moved to a newposition, the joysticks in the port and starboard wing consoles make asimilar movement.

If the starboard wing console is controlling the cycloidal propeller, itcan be seen that the pilot house joystick and port wing console joystickwill follow the movement of the starboard wing console joystick. Thus,if starboard wing joystick 8" is controlling propeller 100, relaycontacts B5 and B6 are open and relay contacts E5, E6, E7 and B8 areclosed. Thus, operation of joystick 8" will cause servomechanisms 218and 222 to control the speed and steerage of cycloidal propeller 100 ashereinbefore described, and operation of servomechanisms 216 and 220will cause operation of servomechanisms 118 and 130 in the pilot houseconsole to control the position of joystick 8 in the pilot houseconsole. Movement of joystick 8 in the pilot house console inducessignals in servomechanisms 112 and 126 to thereby drive drivers 172 and192 in the port console to control the position of port wing consolejoystick 8'.

it can therefore be understood that movement of any one of the joysticksin the pilot house console, the port wing console or the starboard wingconsole causes a similar movement of the other two joysticks. Thisfeature is desirable since it may be desirable to transfer the controlof cycloidal propeller 100 from one console to another, and if thejoystick to which control is transferred is already in the same positionas the joystick from which control was relinquished, there will be nosudden operation or inadvertent loss of control of the cycloidalpropeller drivers. Thus, sudden movement of the propeller may beavoided.

If it is desired that automatic pilot 240 control the steerage oi thevessel, relay contacts A5 are closed, and relay contacts B5 and B6 areclosed. The automatic pilot senses changes in the vessels course bymeans of apparatus (not shown) which is well known in automatic pilots.The automatic pilot generates a signal which is representative of anycorrections to be made to the course of the vessel which signal isamplified by amplifier 136 and drives driver 128. Driver 128 operatesjoystick 8 to effectuate steerage control in the manner hereinbeforedescribed.

Sensor 244 is mechanically coupled to shaft 102 of motor 104 to impressa voltage on conductor 246 having a value dependent upon the relativespeed of rotation of shaft 102. By way of example, sensor 244 may be apotentiometer mechanically coupled to shaft 102. The output of sensor244 is connected via conductor 246 to a first input of comparator 248. Asecond input of comparator 248 is connected to sensor 120 by means ofconductor 250. The output of comparator 248 is connected via conductor252 to relay coil RF.

Relay RF controls three sets of relay contacts, namely, normally closedrelay contact F2 and normally open relay con tacts F1 and F3. Relaycontacts F1 are connected via conductor 254 to alarm means 256. Asuitable source of electrical energy (not shown) is included within thecircuit of alarm 256 to energize suitable indicating means (not shown)when contacts F1 are closed. Indicating means associated with alarmmeans 256 is preferably located at each console. Relay contacts F2 areconnected via conductor 158 between amplifier 230 and movable contact260 of switch SW6. Switch SW6 is connected to linkage 74 and is operableto selectively connect conductor 158 to either of two stationarycontacts 262 and 264. Contacts 262 and 264 are connected to amplifier230.

The purpose of sensors 120, 244 and comparator 248 is to normallyenergize relay coil RF to thereby open relay contacts F2 and to closerelay contacts F1 and F3. The output of sensor 244 is dependent upon thetorque of motor shaft 102 in driving cycloidal propeller 100. The outputof sensor is dependent upon the mechanical positioning of coupler 74 ofjoystick 8. Comparator 248 operates to compare the voltage produced bysensors 120 and 244 to normally energize relay coil RF. If the torque ofshaft 104 exceeds a desired level as selected by the mechanical positionof coupler 74, the voltage level output of comparator 248 decreases andrelay RF deenergizes, thereby causing relay contacts F1 to energizealarm 256. At the same time, relay contacts F2 close to operateamplifier 230 through switch SW6 to thereby cause driver 116 toreposition coupler 74. The repositioning of coupler 74 drives speeddriver 142 of the cycloidal propeller until the speed of the cycloidalpropeller again is sufficient to permit comparator 248 to reenergizerelay coil RF. Switch SW6 is controlled by linkage 74 in such a mannerthat movable contact 260 mates with one stationary contact when joystick8 is positioned for forward drive of the propeller, and contact 260mates with the other stationary contact when the joystick is positionedfor reverse drive of the propeller.

The relay control system for operating the relay contacts and the motorcontrol system is illustrated in FIG. 5a. A suitable source ofelectrical energy 266 is connected to conductors 268 and 270. Source 266may, for example, be a source of alternating current having a frequencyof 60 hertzs per second and a voltage of 24 volts. Connected in parallelrelation between conductors 268 and 270 is a first series circuitcomprising switch SW2 and relay coil RC and a second series circuitcomprising relay coil RB and normally closed relay contacts C7, D9 andE9. Relay coil RB controls seven relay contacts designated herein asrelay contacts Bl-B7, and relay coil RC controls nine relay contactsdesignated herein as relay contacts C1-C9. Normally open relay contactF3, controlled by relay coil RF as hereinbefore described, is connectedbetween conductor 270 and conductor 272. A series circuit comprisingrelay coil RA, normally open relay contacts B7, switch SW5 and contacts274 of switch SW1 are connected in series between conductors 268 and272. Normally open relay contact A7 is connected across switch SW5.Relay coil RA controls seven sets of relay contacts designated herein asrelay contacts A1-A7.

Conductor 268 is connected through contacts 276 of switch SW1 andthrough normally closed relay contacts A6 to conductor 278. Contacts 274and 276 of switch SW1 are mechanically coupled so that both contacts areeither open or closed. Switch SW4 comprises contacts 280 and 282. SwitchSW3 comprises contacts 284 and 286. Contacts 280 and 282 of switch SW4are so arranged that when one contact is open, the other is closed.Likewise, contacts 284 and 286 of switch SW3 are so arranged that whenone contact is open the other is closed.

Conductor 278 is connected through a first series circuit to conductor272 through contacts 280 of switch SW4, normally closed relay contactsC8, relay coil RD and contacts 286 of switch SW3. Relay coil RD controls10 relay contacts designated herein as relay contacts Dl-DlO. Normallyopen relay contacts D10 are connected across contacts 286 of switch SW3.A second series circuit is formed between conductors 278 and 272 bymeans of contacts 284 of switch SW3,

normally closed relay contacts C9, relay coil RE, and contacts 282 ofswitch SW4. Relay coil RE controls 10 relay contacts designated hereinas relay contacts El-El0. Normally open relay contacts E10 are connectedacross contacts 282 of switch SW4. Each of switches SW2-SW are momentaryswitches having their normal positions as illustrated in the drawings.Switch SW1 is a dual-position switch capable of remaining in eitherposition.

In the operation of the relay control system illustrated in FIG. 5a, andassuming it is desired to operate cycloidal propeller 100 by means ofjoystick 8 in the pilot house console, switches SW1-SW5 are normallypositioned as illustrated. In this case, relay coil RC is deenergizeddue to the open switch SW2, relay coil RA is deenergized due to the opencondition of switch SW5, relay coil RD is deenergized due to the opencondition of contacts 286 of switch SW3, and relay coil RE isdeenergized due to the open position of contacts 282 of switch SW4.Thus, relay contacts C7, D9 and E9 are closed, thereby energizing relayRB. Each of the relay contacts B1-B7 is thereby switched to the oppositeposition from that illustrated in the drawings. Particularly, relaycontacts B5 and B6 are closed. Thus, with relay RB energized, control ofcycloidal propeller 100 is determined by the positioning of joystick 8in the pilot house console as hereinbefore described.

If it is desired to operate cycloidal propeller 100 by means ofautomatic pilot 240, switch SW5 may be momentarily closed therebyenergizing relay RA in addition to the energization of relay RB.Energization of relay RA operates each of relay contacts AI-A7 to theposition opposite from that illustrated in the drawings, and relaycontacts A5 close to deliver a signal from automatic pilot 2410 toamplifier 136. Driver 1128 is operated by the amplifier at a ratedependent upon the automatic pilot, and joystick 8 is thereby moved.Closure of relay contact A7 shunts switch SW5 so that subsequent openingof switch SW5 will not deenergize relay RA. Relay contacts B5 and B6remain closed due to the energization of relay coil RB so thatrespective steerage and speed control signals may be delivered to the'steerage and speed drivers for the cycloidal propeller by means ofconductors 132 and 1148 as hereinbefore described.

If it is desired to control the cycloidal propeller of either thestarboard wing console or port wing console illustrated in FIG. 5b,switch SW5 is maintained in an open position as illustrated in FIG. 5aand switches SW1 and SW2 are maintained in the position illustrated inFIG. 5a so that a source of potential is across conductors 272 and 278,through closed contacts 276 on switch SW1 and normally open relaycontact A6. It is assumed that relay RF is energized thereby closingrelay contacts F3. If it is desired that joystick 8 in the port wingconsole control the operation of the cycloidal propeller, switch SW3 ismomentarily operated thereby closing switch contacts 282 and openingcontacts 284. Relay RD is energized through contacts 280 of switch SW4and normally closed relay contacts C8. Energizing of relay RD causeseach of relay contacts Dl-Dlltl to change to the opposite position fromthat illustrated in the drawings, thereby closing relay contacts DS-Dfi.Thus, the cycloidal propeller is controlled by joystick 8' in the portwing console, and the positioning of joystick 8' also causes joysticks 8and 8" in the pilot house console and starboard wing console,respectively, to follow the positioning of joystick 8' in the port wingconsole as hereinbefore described.

Energization of relay RD also causes closing of relay con tacts D10 sothat when switch SW3 is released back to the position illustrated inFIG. 5a, relay RD remains energized through relay contact D10 so as tomaintain control at the port wing console. The energization of relay RDcauses relay contact D9 to open, thereby preventing operation of relayRB. The energization of relay RB opens relay contact 87 therebypreventing energization of relay RA.

Control of relay RE is substantially identical to the control of relayRD. Relay RE is controlled by switch SWd in the same manner that relayRD is controlled by switch SW3. Energization of relay RE will givecontrol of the cycloidal propeller to the starboard wing consoleillustrated in FIG. 5b, as hereinbet'ore described.

At any time, control may be taken by the engine room console by closingswitch SW2. Closing of switch SW2 causes energization of relay RC,thereby changing the position of each of contacts C1-C9. With relaycontacts C5 and C6 closed, joystick 8" in the engine room consolecontrols cycloidal propeller as hereinbefore described. Furthermore,energization of relay RC opens relay contacts C7 thereby deenergizingrelay RB and opening relay contacts C8 and C9 to thereby preventenergization of relays RD and RE, respectively, preferably, switches SW1and SW5 are located in the pilot house, switch SW3 is located in theport wing console, switch SW4 is located in the starboard wing console,and switch SW2 is located in the engine room.

It can be understood from the above that the cycloidal propeller may becontrolled by any of five separate control- Iers, namely, from the pilothouse, the port wing console, the starboard wing console, the engineroom and by automatic pilot 240. It is noteworthy that the relay controlcircuit illustrated in FIG. 5a creates a priority between the variouscontrol consoles. Each of the pilot house, port and starboard wingcontrols is of equal priority and may take control from any othercontrol except the engine room control, by merely momentarily depressingthe respective switch. However, none of these aforementioned controlsmay take control from the engine room. By way of example, if the portwing console has control of the maneuvering of the vessel due toenergization of relay RD, the personnel at the starboard wing consolemay obtain control by merely depressing switch SW4 to break the circuitto relay RD by opening contacts 280 and to energize relay RE. Likewise,either the port or starboard wing consoles may obtain control from thepilot house console in a similar manner. Energization of either relay RDor RE opens the circuit to relay RB thereby taking control from thepilot house console.

If the automatic pilot has control due to the energization of relay RA,the pilot house personnel may obtain control by operating switch SW1 toopen contacts 274 to deenergize relay RA.

Another noteworthy point with regard to the relay circuit illustrated inFIG. 5a is that the engine room console may take control of the steerageand speed controls at any time merely by closing switch SW2. Thus,although the pilot house console has priority over the automatic pilotand the port and starboard wing consoles, the engine room console haspriority over all other stations. By operating switch SW2 to theposition opposite from that illustrated in the drawings, relay RC isenergized thereby operating relay contacts C1-C9 to the positionopposite from that illustrated in the drawings. Operation of relaycontacts C7 to an open position deenergizes relay RB which in turnprevents energization of relay RA by opening relay contacts B7.Furthermore, energization of relay RC causes relay contacts C8 and C9 toopen, thereby preventing energization of relays RD and RE, respectively.Thus, the engine room console may take control of the cycloidalpropeller at any time it desired without any affirmative action at anyof the other consoles.

It is preferred that all of the relay coils be located physically withinthe engine room and that the conductors between the various switches tothe relays be extended from each of the consoles to the engine room. Inthe event of flooding in the pilot house, the engine room may takecontrol of the ship on independent circuitry. For this reason,servomechanisms 224 and 226 in the engine room console are not connectedwith the drivers in the pilot house, port and starboard wing consoles.In the event that any or all of the pilot house, port or starboard wingconsoles are flooded, thereby rendering the circuitry associated withthe control of their associated joysticks inoperative, the engine roommay take control of the ship and continue to steer and control thedriving of the ship by means of joystick 8" in the engine room console.

Another noteworthy factor with regard to the circuitry illustrated inFIG. 5a is that if motor I04 delivers insufficient torque to cycloidalpropeller 100, comparator 248 operated by sensors 120 and 244deenergizes relay RF, thereby opening relay contacts F3. When relaycontacts F3 open, steerage and speed control is taken from the port wingconsole, starboard wing console or automatic pilot, whichever the casemay be, and delivers the control to the pilot house console dependingupon the position of switch SW2. lf cycloidal propeller 100 isordinarily being controlled by the automatic pilot or the port orstarboard wing console (so that switch SW2 is in the positionillustrated in FIG. a), deenergization of relay RF opens relay contactsF3 to deenergize relays RA, RD or RE, as the case may be. Relay RBbecomes energized and control of the ship is relinquished to the pilothouse console.

A communication system may be associated with the control system so thatpersonnel at each control system may determine which control console iscontrolling cycloidal propeller 100. At the pilot house consoleillustrated in FIG. 5a, a plurality of lamps 288, 290, 292, 294 and 296is separately operable by normally open relay contacts A1, B1, C1, P1,and El, respectively. Similarly, in the port wing console, lamps 298,300, 302, 304 and 306 are separately operable by normally open relaycontacts A2, B2, C2, D2 and E2, respectively. Lamps 308, 310, 312, 314and 316 in the engine room console are separately operable by normallyopen relay contacts A3, B3, C3, D3 and E3, and lamps 318, 320, 322, 324and 326 in the starboard wing console are separately operable bynormally open relay contacts A4, B4, C4, D4 and E4, respectively.

if automatic pilot 240 is controlling cycloidal propeller 100, relays RAand RB are energized as hereinbefore described, and relay contacts A1-A4and Bl-B4 are energized thereby lighting lamps 288, 290, 298, 300, 308,310, 318 and 320 in each of the consoles. Personnel at each console maydetermine from the operation of the lamps that the automatic pilot 240is controlling cycloidal propeller 100 through the pilot house consolejoystick 8. Likewise, operation of lamps 292, 302, 312 and 322 willindicate to personnel that the engine room console is controlling thecycloidal propeller. Operation of lamps 294, 304, 314 and 324 willindicate to personnel that the port wing console is controllingcycloidal propeller 100, while operation of lamps 296, 306, 316 and 326will indicate to personnel that starboard wing console is controllingcycloidal propeller 100. e

If desired, other suitable communication means may be utilized forindicating to personnel at the various consoles information regardingthe positioning of the controlling joystick so that changeover andtransfer of control of the cycloidal propeller from one console toanother may be effectuated without disrupting the operation of thecycloidal propeller. By way of example, a suitable communications systemmay be utilized to indicate to the personnel at a particular consolethat it is desired that they take over control of cycloidal propellerfrom a previously controlling console. Also, the communication systemmay indicate the position of the various joysticks so that personnel atall noncontrolling consoles may adjust their joysticks to a positioncompatible with the controlling joystick.

The present invention thus provides a maneuver control system forcontrolling a cycloidal propeller for a marine vessel. Although only onesuch control system has been illustrated, it is to be understood that ifmore than one cycloidal propeller is utilized on the vessel, identicalcontrol systems may be utilized for controlling each propeller. Thus,where there are both fore-and-aft cycloidal propellers, two maneuveringcontrol systems may be utilized for operating the two cycloidalpropellers independently of each other.

The control system according to the present invention provides aneffective method and apparatus for controlling a cycloidal propeller ona marine vessel. The control system is easy to operate and providesmutual transfer of control from one console to another. The controlsystem may be easily maintained and may be operated with a minimum ofinstruction.

The invention is not to be limited by the embodiments shown in thedrawings or described in the description, which are given by way ofexample and not of limitation, but only in accordance with the scope ofthe appended claims.

What is claimed:

1. In a control system for controlling a cycloidal propeller on a marinevessel, a controller comprising: a housing; a first body journaled tosaid housing for rotation about an axis; a lever arm pivotally mountedto said first body; first control means connected to said first body forderiving a first electrical signal having a value representative of theangular disposition of said first body; a second body operativelypivotally mounted to said lever arm for movement along said axis; andsecond control means journaled to said second body for deriving a secondelectrical signal having a value representative of the axial position ofsaid second body; whereby pivotal movement of said lever arm causesaxial movement of said second body and rotation of said lever arm aboutsaid axis causes rotation of said first body.

2. Apparatus according to claim 1 wherein the second con trol means isjournaled to said first body.

3. Apparatus according to claim 2 wherein said second control meanscomprises a rack gear journaled to said first and second bodies, apinion gear engaged to said rack gear, and restraining means mounted tosaid housing to prevent rotation of said rack gear.

4. Apparatus according to claim 3 wherein said rack gear is journaled tosaid housing to permit axial movement of said rack gear.

1. In a control system for controlling a cycloidal propeller on a marinevessel, a controller comprising: a housing; a first body journaled tosaid housing for rotation about an axis; a lever arm pivotally mountedto said first body; first control means connected to said first body forderiving a first electrical signal having a value representative of theangular disposition of said first body; a second body operativelypivotally mounted to said lever arm for movement along said axis; andsecond control means journaled to said second body for deriving a secondelectrical signal having a value representative of the axial position ofsaid second body; whereby pivotal movement of said lever arm causesaxial movement of said second body and rotation of said lever arm aboutsaid axis causes rotation of said first body.
 2. Apparatus according toclaim 1 wherein the second control means is journaled to said firstbody.
 3. Apparatus according to claim 2 wherein said second controlmeans comprises a rack gear journaled to said first and second bodies, apinion gear engaged to said rack gear, and restraining means mounted tosaid housing to prevent rotation of said rack gear.
 4. Apparatusaccording to claim 3 wherein said rack gear is journaled to said housingto permit axial movement of said rack gear.